Coil stop for rail road coil car

ABSTRACT

A coil car has a pair of deep side sills and a trough structure mounted to, and suspended between, the deep side sills for carrying coils. The side sills extend between the rail car trucks and act as a pair of deep side beams for carrying vertical loads. The deep side sills are arranged to extend above and below the center sill of the coil car to give vertical stiffness to the coil car. The top chord members of the side sills are outwardly splayed relative to the bottom chord members of the side sills. Cross-bearers extend outwardly and away from the center sill to attach to the side sills. The trough structure has three parallel, longitudinally extending troughs—a central trough lying between two laterally outboard outer troughs. Each trough is shaped to cradle steel coils, or other similar loads, between its inwardly and downwardly sloping shoulder plates. The shoulder plates are lined with cushioning to buffer coils during loading or travel. The outboard troughs are mounted above longitudinally extending stringers and are carried at a greater height relative to top of rail than the central trough. The car has coil stops to discourage longitudinal shifting of loaded coils. The coil stops have rollers to facilitate repositioning during loading, and a mid-span step and hand grabs to facilitate climbing over the coil stop by personnel walking along the trough structure.

FIELD OF INVENTION

[0001] This invention relates to the field of railroad cars havingmultiple troughs for transporting heavy cylindrical objects such as, forexample, coils of rolled sheet metal.

BACKGROUND OF THE INVENTION

[0002] Railroad coil cars are used to transport coiled materials, mosttypically coils of steel sheet. Coils can be carried with their coilingaxes of rotation (that is, the axes of rotation about which the coilsare wound) oriented longitudinally, that is, parallel to the rollingdirection of the car. The coils are generally carried in a trough, ortroughs, mounted on a railcar underframe. The troughs are generallyV-shaped and have inwardly inclined surfaces that support the coil. Thetroughs are typically lined with wood decking to provide cushioning forthe coils. When a coil sits in a trough, the circumference of the coilis tangent to the V at two points such that the coil is prevented fromrolling.

[0003] A coil car may have single, double or triple longitudinallyextending troughs. The use of multiple troughs allows any single car tocarry either a load of large coils in the center trough or a load ofrelatively smaller diameter coils, or coils of various diameters suchthat lading more closely approaches maximum car capacity during a higherpercentage of car operation. Additionally, some coil cars have beenprovided with trough assemblies that can be shifted to permit conversionbetween different trough modes. An example of a coil car that can beconverted from a single to a double trough mode can be found in U.S.Pat. No. 3,291,072, issued to Cunningham on Dec. 13, 1966. Similarly,conversion of a coil car from a single or triple trough arrangement to adouble trough mode is shown in U.S. Pat. No. 4,451,188, issued to Smithet al., on May 29, 1984. The general object is to provide versatilitysuch that overall car utilisation is improved. Hence, the car is moreeconomically attractive to a user.

[0004] Historically, coil cars have been constructed on a flat carunderframe having a through-center-sill, that is, a main center sillthat runs from one end of the rail car to the other. In this type of carthe center sill serves as the main structural member of the car andfunctions as the primary load path of the car both for longitudinal buffand draft loads from coupler to coupler, and for carrying the verticalload bending moment between the trucks. The trough structure, or bunk,is mounted on the flat car deck. In such a car the cross-bearers carryloads into the main center sill. The side sills tend to be relativelysmall, and serve to tie the outboard ends of the cross-bearers together.Conventionally, the center sill is box-shaped in cross-section. That is,it is rectangular and has a constant depth of section. The top andbottom flanges of the main center sill tend to be very heavy in suchcars, since they are relied upon to carry the vertical bending load.

[0005] Alternatively, another way to construct a coil car having atriple trough arrangement employs a central trough supported by a maincenter sill and an array of laterally extending cross-bearers andcross-ties that are angled upward and outward in a V-shape. At theirdistal end the cross-bearers and cross-ties meet, and are tied togetherby, relatively small side sills in a manner generally similar to a flatcar. A central trough extends longitudinally above the center sill withside troughs lying outboard of the central trough. The side troughs areformed using slanted decking and are mounted above the cross-bearers atabout the same height as the central trough relative to top of rail. Inthis arrangement the center sill is still relied upon to carry the greatmajority of the bending load.

[0006] Coil cars can also be fabricated as integrated structures. Oneway to do this is to employ a deep center sill, elevated side sills, andsubstantial cross-bearers mounted in a V between the center sill andsubstantial, load bearing side sills. The cross bearers and troughsheets carry shear between the side sills and the center sill. In thisway the structural skeleton of the car acts in the manner of a deepV-shaped channel with flanges at each toe, namely the side sills, and atthe point of the V, namely the center sill. In this arrangement, undervertical bending loads, the side sills are in compression, and the mainsill is in tension.

[0007] In the cases of either a V-shaped integrated structure, or even atraditional flat car based structure, it may be beneficial to employ a“fish belly” center sill. A fish belly center sill is a center sill thatis relatively shallow over the trucks, and has a much deeper centralportions in the longitudinal span between the trucks. It is advantageousto have a deeper section at mid-span where the bending moment due tovertical loads may tend to be greatest.

[0008] Another way to achieve a greater depth of effective section in anintegrated structure, so that a higher sectional second moment of areais obtained, is to employ deep side sills, in a manner akin to a wellcar. The deep side sills act as longitudinal beams. A longitudinalcradle, namely the trough structure, is hung between the side sills. Inthis kind of car, the main longitudinal structural members are the sidesills which carry the great majority of the bending load. The cradleitself may have a center sill to tie the cross-bearers together atmid-span between the side sills. A center sill of modest proportions issufficient for this purpose. The side sills carry the load back to mainbolsters, and then into the draft gear mounted longitudinally outboardof each truck.

[0009] Where deep side sills are used, the minimum height of the bottomchord of the side sill is determined by the underframe portion of thedesign envelope prescribed by the AAR, such as for AAR plate B, plate C,or such other plate as may be applicable. At lower heights, theallowable width of the car diminishes, so the overall width of the carmeasured over the side sill bottom chords needs to be relatively narrowas sectional depth increases. Conversely, to accommodate the largestpossible load width, it may tend to be desirable for the top chords ofthe side sills to be spread as far as possible within the allowable carwidth of 10′- 8″. Thus it may be beneficial to locate the bottom chordcloser to the car centerline than the top chord.

[0010] It may be desirable to be able to carry steel coils in aside-by-side arrangement. If three troughs are provided, it isadvantageous for the center trough to be carried at a different height,relative to top of rail (TOR), than the outboard, or side, troughs. Thismay be beneficial for at least several reasons.

[0011] First, the total width of lading that can be carried by a coilcar at one time is limited by the allowable car width envelope. If threeidentically sized coils are mounted such that the axes of the coils arecarried at the same height relative to top of rail, then the sum of thediameters of the coils, plus the necessary clearance between coils, islimited by the maximum allowable coil car lading width. However, if thecoiling axis of rotation of one coil is higher than an adjacent coil ofequal or lesser diameter, then it may be possible to carry the coils ina partially encroaching, or overlapping, arrangement. That is, a greatersum of diameters may be accommodated than would otherwise be possiblewithin the nominal maximum loading width. As a result, lading caninclude a combination of larger coils than might otherwise be possible,thus tending to improve car capacity utilisation.

[0012] Second, it is desirable that the point of maximum width of theload be carried at a height that is greater than the height of theuppermost extremity of the top chord members of the side sills. Onceagain, the advantage of this is that, generally, this will allow thevertical projection of the outboard coil to encroach more closely to theinner edge of the top chord, and so permit a larger coil to be carriedin the outboard trough. This condition may be reached when the car iscarrying two coils in excess of 40 inches in diameter side by side, withthe central trough either empty, or carrying a relatively small coil,such as a coil of rather less than 30 inches in diameter. Since thesecond moment of area of the primary load bearing structure variesstrongly with the depth of section, it is better for the side sill topchord to be carried at a relatively high level. Since the height of thetop chord is related to the height of the outboard trough, an increasein elevation of the outboard trough by even a few inches isadvantageous.

[0013] Third, in terms of car versatility, it is advantageous to be ableto carry a variety of loads, whether a single very large coil in thecentral trough, two medium sized coils side-by-side in the outsidetroughs, or three somewhat smaller coils in each of three troughs. Ingeneral, the larger the central trough, the smaller the outboardtroughs. If the outboard troughs are raised relative to the centraltrough, the overall trough capacity, and hence car versatility, will beincreased. That is, a car with a central trough capable of accommodatinga 74 inch coil, may only be able to accommodate 36 inch coils in theoutboard troughs when the central trough is empty if the troughs are allcarried at the same height. However, if the outboard troughs are carriedat a higher level, then it may be possible to carry outboard coils ofgreater diameter, such as 44 or 48 inches, when the central trough isempty.

[0014] Reference is made herein to troughs being carried at the same, ordifferent, heights relative to top of rail, commonly on an assumption oftroughs of generally similar geometry. For the purposes of thisdescription, each of the troughs has planar sloped side sheets. Theplanes of the opposed side sheets meet at some line of intersectionparallel to the longitudinal center line of the car, the line ofintersection lying at some height below the flat bottom of the valley ofthe trough. In structural terms, the difference in the height at whichone trough is carried relative to another trough can be taken bycomparison of the heights of the flat bottoms of the valley, since thebottom height may tend to be defined by the upper flange of alongitudinally extending structural member.

[0015] Reference can also be made to the height at which the centerlinesof coils of the same size would lie for the various troughs. This is nota function of the height of the bottom of the valley, but rather of theheight of the line of intersection of the planes of the slope sheets(assuming them to be planar), and the angle of the slope sheets. Oncethe angle of slope has been chosen, the difference in height of the flatbottom of the valley relative to the line of intersection of the planesis determined by the minimum diameter of coil to be carried, which will,with allowance for clearance, fix the width of the flat bottom. Fortroughs having the same angle of slope and the same bottom height, anarrow bottom will force a coil to be carried relatively higher than awide bottom. Similarly, for bottoms of the same height and width, asteep slope will force a coil to be carried higher than a shallow slope.

[0016] The slope of the trough is an important design parameter. Whetherfor single or multiple trough cars, it is generally desirable that acoil not be able to escape from the trough during cornering. Onestandard is that a coil should not escape under a 0.45 g lateral load asa condition for general interchange service. This implies a trough slopeof about 24.2 degrees measured from the horizontal. At least one railroad company has indicated that a slope of 23 degrees is acceptable forits purposes. It is also desirable for the troughs to have someallowance for lateral tilting or swaying of the cars during lateralloading, such as 2 or 3 degrees. This implies a desirable trough angleof about 27 degrees, (namely, 24 plus 3). Trough width is a function ofthe chord length between the points of tangency of the largest coil tobe carried to the opposed trough sheets. Consequently, as the troughslope angle decreases, the trough width decreases. Similarly, as slopeangle increases, the trough becomes wider. However, as noted above, thesum of the widths of the troughs is limited by the plate B envelope,less the widths of the side sills and a clearance dimension between theside sills and the coils, and between adjacent coils.

[0017] For trough width maximisation, it is advantageous for the sidesills to be carried close to the design envelope lateral boundaries. Forinterchangeable service, the lateral boundaries are defined by AAR plateB, with a width of 128 inches. In the past, coil cars have carriedwalkways outboard of the side sills of the trough cradles. It isadvantageous not to have walkways that would extend beyond the plate Blimit.

[0018] One inventor has suggested using folding walkways that can bemoved to a retracted position within the side sills. It would beadvantageous to employ fixed walkways that do not require movingmechanisms.

[0019] Another rail road requirement has been for a restraining device,called a coil stop, to prevent longitudinal displacement of the coilsduring operation. Typically, a coil stop is a transversely orientedbeam, or movable bulkhead, located in position across the trough after acoil has been loaded. The coil stop extends between the side sills andcan be moved to a location near to a seated coil. The coil stop is thenreleasably, or removably anchored, typically with pins that locate inperforated strips mounted to the side sills. Shims are then insertedbetween the coil stop and the coil to give a snug fit. One designcriterion suggests that the restraining device bear upon the coil at aheight that is at least as high as the horizontal chord that subtends anarc of 108 degrees of the largest coil the trough is capable ofcarrying.

[0020] It is possible to use a coil stop bar retaining strip thatextending laterally inboard of the side sill. However, it is generallydesirable to trim the coil stop engagement strip back to increase thecapacity of the outboard troughs. To this end, alternative embodimentsof coil stop are described. In one embodiment, a horizontal pin is usedto engage a strip mounted to a side web of the top chord of the sidesill. In another embodiment vertical pins of the coil stop engageperforations in a horizontal strip placed within the vertical profile ofthe top chord.

[0021] Since coil stops are relatively heavy, it would be advantageousto provide a coil stop that is designed to be moved more easily fromplace to place along the troughs of the car. It would be advantageous toemploy rollers, or a slider, for this purpose. Ease of adjustment canalso be enhanced by reducing the weight of the coil stop, such as byremoving material from the horizontal coil stop web.

[0022] When outboard troughs are used, as in a triple trougharrangement, it is advantageous for a longitudinal stringer to tieadjacent cross-bearers together along the spine, or groin, of theoutboard troughs. Where the cross-bearer has a web and an upper flangedefining the slope of the trough sheets, the stringer, such as a hollowsection, can be located in a relief formed in the cross-bearer web. Thebottom of the trough so formed may also provide a walkway space. Whenthe bottom of the trough is used as a walkway, it may be advantageousfor the coil stop to be provided with climbing means, such as a step, orstile, and handgrabs.

SUMMARY OF THE INVENTION

[0023] In an aspect of the invention there is a railroad coil car havinga length and a width. The coil car has a pair of first and second endstructures each mountable upon a rail car truck. The coil car has a pairof side sills extending between the end structures. There is a troughstructure for carrying coils mounted between the side sills. Each of theside sills has a top chord, a bottom chord and intermediate structurejoining the top and bottom chords. The coil car has a greater widthmeasured across the top chords of the side sills than across the bottomchords of the side sills.

[0024] In another aspect of the invention, there is a railroad coil carhaving a length and a width. The coil car has a pair of first and secondend structures each mounted upon a rail car truck. A pair of side sillsextend between the end structures. A trough structure is mounted betweenthe side sills. The trough structure includes at least twolongitudinally extending parallel troughs. The side sills each havefirst and second end portions and a medial portion located between thefirst and second end portions. The medial portion has a greater depth ofsection than the end portions.

[0025] In another aspect of the invention, there is a coil car having awalkway mounted within the trough structure to facilitate movement ofpersonnel along the car, whether for adjusting the coil stops or forcleaning and maintaining the car. That is to say, in that aspect of theinvention there is a rail road coil car. It has a trough structuresupported for carriage by rail car trucks for travel in a longitudinalrolling direction. The trough structure has a walkway mountedtherewithin.

[0026] In a further feature of that aspect of the invention, the troughstructure includes a first trough. The first trough is longitudinallyoriented, and the walkway is oriented longitudinally within the firsttrough. In another feature, the first trough has a pair of first andsecond slope sheets defining opposed flanks of the first trough. Thefirst trough has a valley bottom between the flanks, and the walkwayextending along the valley bottom. In an additional feature, treadplates are mounted along the walkway. In another feature, the rail roadcoil car has a longitudinal structural member defining the valleybottom. In still another feature, the longitudinal structural member isa longitudinal center sill.

[0027] In a further feature, the rail road coil car includes a centersill and cross bearers extending laterally from the center sill. Thecross-bearers support the trough structure. The longitudinal structuralmember is a stringer mounted to the cross bearers. The longitudinalstringer lies laterally outboard to one side of the center sill. Inanother feature, the stringer is a first stringer, and the rail road carincludes a second trough parallel to the first trough. The second troughhas a second valley bottom lying over a second longitudinal stringermounted to the cross bearers along the second valley bottom. In anotheradditional feature the first and second stringers are locatedsymmetrically to either side of the center sill. In still anotherfeature, a third trough is mounted over the center sill parallel to thefirst and second troughs.

[0028] In a further feature, the trough structure includes a secondtrough extending parallel to the first trough, the second trough havingthird and fourth slope sheets defining opposed flanks of the secondtrough, the second trough having a valley bottom between the flanksthereof, and the second trough having a second walkway extending alongthe valley bottom thereof. In another feature, the rail road car hasfirst and second side sills bounding the trough structure, and thewalkway is located within the trough structure at a location between theside sills.

[0029] In another feature, the rail road coil car has structure defininga cover interface to which a coil car cover can be mounted, theinterface defining a boundary to a region of the coil car sheltered whena cover is mounted to the cover interface, and the walkway lies withinthe boundary. In an additional feature, the rail road coil car includesa rail car body, the trough structure is part of the rail car body, andthe rail road coil car includes a cover for sheltering coils carried inthe trough structure, the cover being movable to permit loading of thecoil car, the cover having a footprint mating with the rail car body,and the walkway falls within the footprint of the cover. In thatadditional feature, the rail car body includes first and second sidesills extending longitudinally along opposite sides of the troughstructure, and the cover seats on the side sills. In a furtheradditional feature, the side sills each have a top chord, and the coverseats on the top chords of the side sills.

[0030] In another feature, the coil car has at least one movable coilstop mounted thereto, the coil stop being co-operable with the troughstructure to accommodate coils of different thickness in the troughstructure. In an additional feature, the walkway provides access to thecoil stop. In another additional feature, the coil stop is mountedtransversely relative to the walkway.

[0031] In a further additional feature of the invention, the coil carfalls within a design envelope width limit of 128 inches. The troughstructure includes first, second and third troughs, the first second andthird troughs being parallel and extending in the longitudinaldirection. First and second side sills extend longitudinally alongopposite sides of the trough structure. The side sills includerespective first and second top chord members. At least a portion ofeach of the respective first and second top chord members lies within 2inches of the design envelope width limit.

[0032] In another aspect of the invention, there is a coil stop for arail road coil car. The coil car has a trough structure in which tocarry coils. The coil stop has a beam member for spanning the troughstructure. The beam member has a first end, a second end, and a medialportion extending between the first and second ends. The coil stop has astep mounted on the beam member between the first and second ends tofacilitate climbing over the coil stop.

[0033] In an additional feature of that aspect of the invention, thestep includes a tread plate mounted upon the beam. In another feature,the step is mounted centrally on the beam. In a further feature, a handgrab is mounted to the beam adjacent to the step. In an alternativefeature, a pair of first and second hand grabs is mounted to either sideof the step.

[0034] In still another additional feature, the beam includes ahorizontal web, and the step is mounted to the horizontal web. In anadditional feature, the horizontal web has lightening holes definedtherein. In another feature, at least one of the first and second endshas an indexing member mounted thereto for engagement with the coil car.In still another feature the coil stop includes rollers mounted at thefirst and second ends therefor for facilitating positioning of the coilstop in the trough structure of the rail car.

[0035] In another aspect of the invention there is a coil stop for arail road coil car. The coil car has a trough structure in which tocarry coils. The coil stop includes a beam member for spanning thetrough structure. The beam member has a first end, a second end, and amedial portion extending between the first and second ends. The coilstop has rollers mounted at the first and second ends to facilitatepositioning of the coil stop relative to the trough structure. In afurther feature, the coil stop has indexing members mounted at the firstand second ends of the beam member. The indexing members are engageableto maintain the coil stop in a fixed position relative to the troughstructure. In an additional feature, the coil stop has attachment meansmounted at the first and second ends of the beam by which to secure thecoil stop in a fixed position relative to the trough structure.

[0036] In a further aspect of the invention, there is a rail road coilcar having a rail car body supported by rail car trucks for rollingmotion in a longitudinal direction. The rail car body including a troughstructure for carrying coils, and at least one coil stop for restrainingcoils loaded in the trough structure. The coil stop is movable along thetrough structure. A trackway is mounted to the body for guiding the coilstop along the trough structure. The coil stop has fittings engaged withthe trackway. The fittings and the trackway are co-operable to permitmotion of the coil stop along the trough structure.

[0037] In an additional feature of that aspect of the invention, thetrough structure includes a first longitudinally oriented trough. Therail car body includes first and second side sills extending along thetrough structure, and the trackway is mounted to the side sills. In afurther additional feature, the trackway includes a first portionmounted to the first side sill and a second portion mounted to thesecond side sill, and the coil stop has a beam member spanning thetrough. The beam member has a first end mounted to the first side silland a second end mounted to the second side sill.

[0038] In another additional feature, the coil stop includes a beammember for spanning the trough structure. The beam member has a firstend, a second end, and a medial portion extending between the first andsecond ends. The coil stop has a step mounted on the beam member betweenthe first and second ends, whereby persons walking along the troughstructure can more easily climb over the coil stop.

[0039] In an additional feature of that additional feature, the stepincludes a tread plate mounted upon the beam. The step is mountedcentrally on the beam, and a hand grab is mounted to the beam adjacentto the step. Alternatively, a pair of first and second hand grabs ismounted to either side of the step. In an additional feature, the handgrab is an upwardly extending hand rung.

[0040] In another feature, the coil stop includes a beam member forspanning the trough structure, the beam member having a first end, asecond end, and a medial portion extending between the first and secondends. The body has at least a first indexing fitting mounted thereto. Atleast one of the first and second ends has a second indexing membermounted thereto. The second indexing member is co-operable with thefirst indexing member to maintain the coil stop in a fixed positionrelative to the trough structure. In still another feature, the coilstop includes rollers mounted at the first and second ends therefor forfacilitating positioning of the coil stop in the trough structure of therail car.

[0041] In another aspect of the invention, there is a coil stop for acoil car having a trough structure in which to carry coils. The coilstop includes a beam member for spanning the trough structure. The beammember has a first end, a second end, and a medial portion extendingbetween the first and second ends. The coil stop has a hand grab mountedon the beam member between the first and second ends, whereby tofacilitate climbing over the coil stop by persons walking along thetrough structure.

BRIEF DESCRIPTION OF THE DRAWINGS

[0042] For a better understanding of the present invention and to showmore clearly how it may be carried into effect, reference will now bemade to the exemplary embodiments illustrated in the accompanyingdrawings, which show the apparatus according to the present inventionand in which:

[0043]FIG. 1a is a top view of one half of a coil car according to thepresent invention;

[0044]FIG. 1b is a top view of the coil car of FIG. 1a with deckingremoved to show the structural skeleton of the coil car;

[0045]FIG. 2 is a side view of half of the coil car of FIG. 1a;

[0046]FIG. 3a is a cross-sectional view of the coil car of FIG. 1a atmid-span with the one side sill and one set of deck cushions removed;

[0047]FIG. 3b is a staggered sectional view taken on ‘3 b-3 b’ of thecoil car of FIG. 1a;

[0048]FIG. 4 is a top view of an alternate triple trough coil car to thecoil car of FIG. 1a;

[0049]FIG. 5a is a cross-sectional view of the coil car of FIG. 4 atmid-span, showing a triple trough arrangement having cross-bearers witha stepped lower flange;

[0050]FIG. 5b shows the cross-section of FIG. 5a with coils of variousloading configurations shown thereon;

[0051]FIG. 5c shows a top view of a coil stop of the coil car of FIG.5b;

[0052]FIG. 6a shows an alternate mid-span coil car cross-section to thatof FIG. 5a having a cross-bearer with a horizontal bottom flange;

[0053]FIG. 6b shows a further alternate mid-span coil car cross-sectionto that of FIG. 5a, having a cross-bearer with an inclined bottomflange;

[0054]FIG. 6c shows a still further alternate cross-section to that ofFIG. 5a;

[0055]FIG. 7a shows an isometric view of an alternative embodiment ofcoil car to that of FIG. 1;

[0056]FIG. 7b shows a mid-span cross-sectional view of the coil car ofFIG. 7a;

[0057]FIG. 7c shows an enlarged cross-sectional detail of a top chord ofa side sill of the coil car of FIG. 7a;

[0058]FIG. 7d shows an isometric detail of the engagement of the coilstop beam with the top chord of the coil car of FIG. 7a;

[0059]FIG. 8a shows a partial side view of an alternate coil car to thecoil car of FIG. 1a;

[0060]FIG. 8b shows a mid span cross-section of the coil car of FIG. 8a;

[0061]FIG. 8c shows a staggered cross-section of the coil car of FIG. 8btaken on a section corresponding to staggered section ‘3 b-3 b’ of thecoil car of FIG. 1a.

DETAILED DESCRIPTION OF THE INVENTION

[0062] The description that follows, and the embodiments describedtherein, are provided by way of illustration of an example, or examplesof particular embodiments of the principles of the present invention.These examples are provided for the purposes of explanation, and not oflimitation, of those principles and of the invention. In the descriptionthat follows, like parts are marked throughout the specification and thedrawings with the same respective reference numerals. The drawings arenot necessarily to scale and in some instances proportions may have beenexaggerated in order more clearly to depict certain features of theinvention.

[0063] In terms of general orientation and directional nomenclature, foreach of the rail road cars described herein, the longitudinal directionis defined as being coincident with the rolling direction of the car, orcar unit, when located on tangent (that is, straight) track. In the caseof a car having a center sill, whether a through center sill or stubsill, the longitudinal direction is parallel to the center sill, andparallel to the side sills, if any. Unless otherwise noted, vertical, orupward and downward, are terms that use top of rail TOR as a datum. Theterm lateral, or laterally outboard, refers to a distance or orientationrelative to the longitudinal centerline of the railroad car, or carunit, indicated as CL—Rail Car. The term “longitudinally inboard”, or“longitudinally outboard” is a distance taken relative to a mid-spanlateral section of the car, or car unit.

FIGS. 1 a, 1 b, 2, 3 a and 3 b

[0064] By way of general overview, an example of a coil car is indicatedin FIGS. 1a, 1 b, 2, 3 a, and 3 b, generally as 20. For the purposes ofconceptual explanation of the embodiments illustrated in the variousFigures, the major structural elements of coil car 20 (and of thealternate embodiments described herein), are both symmetrical about thelongitudinal centerline of the car (as designated by axis CL) andsymmetrical about the mid-span transverse section of the car, indicatedas TS.

[0065] As shown in FIGS. 1a, 1 b and 2, coil car 20 has a longitudinalrolling direction, on straight track, parallel to the longitudinalcenterline CL. Coil car 20 includes a pair of end structures 22 and 24.End structures 22 and 24 are mounted on a pair of spaced apart rail cartrucks 26 and 28, respectively. Side sills 34 and 36 extend between endstructures 22 and 24 and form the main longitudinal structural elementsof coil car 20 for resisting vertical loads. An array of cross-members32 extends outwardly and away from center sill 30 to attach to sidesills 34 and 36. A trough structure for carrying coils, generallyindicated as 38, is mounted to, and suspended between, side sills 34 and36.

[0066] As shown in FIG. 3a, trough structure 38 has three parallel,longitudinally extending cradles or troughs—a central trough 40 lyingbetween two laterally outboard outer troughs 42 and 44. Each trough isshaped to cradle steel coils, or other similar, generally cylindricalcoiled loads, between its inwardly and downwardly sloping shoulders,namely sloped plates 46 and 47, 48 and 49, 50 and 51, respectively. Moregenerally, in each of the embodiments described herein each pair ofopposed sloped plates defines the flanks of a valley, or trough, forcradling coils, and each of the valleys has a flat valley bottom, asdescribed below. Each valley is centered over a longitudinally extendingstructural member, whether a center sill or a stringer spaced laterallyoutboard of the center sill, as described below, with the upper face ofthe longitudinal structural member also defining the valley bottom.Sloped plates 46 and 47, 48 and 49, 50 and 51 are lined with cushioningin the nature of wood decking 52 that acts as a cushion to buffer coilsduring loading or travel. This geometry defines longitudinally orientedtroughs, that is, troughs in which the winding axis of the coils will beparallel to the longitudinal, or rolling, direction of the rail car.Load stabilising partitions in the nature of end bulkheads 54 andmoveable bulkheads, namely coil stops (not shown), discouragelongitudinal sliding of coils loaded in troughs 40, 42 and 44.

[0067] Describing now the arrangement of troughs 40, 42 and 44 withintrough structure 38, outer troughs 42 and 44 are arranged on either sideof central trough 40. Central trough 40 lies directly above center sill30. When arranged in this fashion, a portion of the upper flange 60 ofcenter sill 30 forms the bottom of the valley of central trough 40.Central trough 40 is carried lower relative to TOR than outer troughs 42and 44 as indicated in FIG. 3a by dimension δ. Outer troughs 42 and 44are mounted above stringers 114 and 116 respectively and are carried atthe same height as each other relative to TOR. Having outer troughs 42and 44 carried at a different height than central trough 40, may tend tofacilitate placement of the coils in a position to tend to encroach uponor to marginally overlap each other to some extent such that a greaterwidth of coils can be accommodated in a somewhat narrower width of coilcar than might otherwise be the case.

[0068] Troughs 40, 42 and 44 can accommodate various sizes of coils, asillustrated by the outlines of coils A, B, C, D in FIG. 3b. When coilsare not carried in outer troughs 42 and 44, central trough 40 can carrya coil having a maximum diameter of 74 inches as indicated by coil ‘A’.The largest diameter of coil that can be accommodated by outer troughs42 and 44, as illustrated when central trough 40 is not loaded, is 40inches as indicated by coils ‘B’. Coils C and D illustrate ladingconditions for all three troughs at once.

[0069] In greater detail, center sill 30 includes upper flange 60, apair of parallel vertical webs 62 and 64 and a lower flange 66, allarranged in a rectangular box-shaped form in which the outboard marginsof upper flange 60 and lower flange 66 extend past webs 62 and 64, asshown in FIG. 3a. Center sill 30 is of substantially constantcross-section in the medial span between trucks 26 and 28. Internalgussets 68 are welded inside center sill 30 to provide web continuity ateach cross-bearer location.

[0070] The array of cross-members 32 extends between side sill 34 (or36, as the case may be) and center sill 30. Array 32 includes bolsters72 and cross-bearers 74. Bolsters 72 are located amidst end structures22 and 24, above railcar trucks 26 and 28. Cross-bearers 74 are spacedapart one from another at successive longitudinal stations along centersill 30 between end structures 22 and 24. As shown in FIG. 3 a, each ofcross-bearers 74 has a web 76, an upper flange 78 and a lower flange 80.Upper flange 78 is carried at the level of upper flange 60 of maincenter sill 30, and is welded at its proximal, or inboard, edge thereto.Similarly, lower flange 80 is carried horizontally at the level of, andhas its inboard edge welded to, lower flange 66. Web 76 extends from web64 of center sill 30 beyond the outboard, or distal, ends of upper andlower flanges 78 and 80 to form a substantial tongue, or tab 82 suitablefor welding in a lap joint to web stiffeners of the structure of sidesills 34 and 36, as shown in FIG. 3a.

[0071] In terms of major structural elements (that is, excludinghandrails, brake line fittings, and ancillary items), coil car 20 issymmetrical about center sill 30, such that the structure of side sills34 and 36 is the same. Consequently, a description of one will alsoserve to describe the other. Referring to FIG. 3a, side sill 36 has anupper flange assembly 86, a lower flange assembly 88, and anintermediate structure 90 in the nature of a web, or webbing 92.

[0072] Examining each of these in turn, upper flange assembly 86 has atop chord member 94 in the nature of a hollow rectangular steel tube 96,upon which pin locating plate 98 is mounted. Plate 98 has an inwardlyextending perforated strip or tongue 100, the perforations having aconstant pitch, and being of a size and shape suitable for engagement bythe locating pins of moveable bulkheads or cross-beams, namely the coilstops (not shown), used for providing longitudinal restraint of thecoiled materials once loaded. Also located intermittently along a morelaterally outboard region of plate 98 are eyes 102 for locating acowling or cover (not shown) to protect coils loaded on coil car 20 fromexposure to rain or snow. Lower flange assembly 88 includes a bottomchord member 104 in the nature of a hollow rectangular steel tube 106.

[0073] Webbing 92 extends between, and connects upper flange assembly 86and lower flange assembly 88. Webbing 92 includes an upwardly andoutwardly inclined steel web in the nature of a side panel sheet 108.Sheet 108 is reinforced at the longitudinal station of each successivecross-bearer by a web stiffener, or brace, in the nature of a section ofchannel 110. Channel 110 extends between tubes 96 and 106 along theinner face of sheet 108. Channel 110 is a C-channel having its backfacing inward and its toes welded to sheet 108. Channel 110 provides anattachment site for tab 82 of cross-bearer 74 to allow mounting ofcross-bearers 74 to side sills 34 and 36. Specifically, the sides, orlegs, of channel 110, each lie in a vertical plane perpendicular to thelongitudinal centerline of car 20. As such one side of channel 110 isaligned with the web of each successive cross-bearer 74 and therebyprovides a lap surface to which respective tabs 82 of each cross bearer74 are welded in a lap joint. Sheet 108 has an upper strip, or margin,that is bent to provide an overlapping band welded at a lap joint to theouter face of rectangular steel tube 96. Similarly, the lower margin, orband, of sheet 108 overlaps, and is welded in a lap joint to, the outerface of the bottom chord member, namely tube 106.

[0074] A gusset 112 provides vertical web continuity at the longitudinalstation of the web of each cross-bearer 74 to that portion of channel110 extending to a height lower than horizontal lower flange 80. Gusset112 extends downward to meet the uppermost side of the bottom chordmember, namely tube 106, gusset 112 being smoothly radiused on its mostinboard edge to tend to reduce the stress concentration that mightotherwise develop at the juncture between cross-bearer 74 and side sill34, or 36 as may be.

[0075] Longitudinal structural elements, in the nature of stringers 114and 116, noted above, are mounted upon cross bearers 74 at a mediallocation along upper flange 78 somewhat more than half way from the carcenterline CL to the distal, or outboard, extremity of cross bearer 74.Each stringer 114 and 116 spans the length of coil car 20 and is mountedto cross-bearers 74 intermediate center sill 30 and each side sill 34and 36. Stringers 114 and 116 are secured by welding to trough structure38 and top flange 78 of cross-bearers 74. Stringers 114 and 116 functionto bridge the gap, or space, between adjacent cross-bearers and so totie cross-bearers 74 together in their midst, (i.e., at a transverselymid-span location lying between center sill 30 and side sill 34 or 36 asthe case may be), and also provide the backbone of side troughs 42 and44. Each of stringers 114 and 116 has a hollow, closed section made byemploying an upwardly opening channel 118 and welding a cover or closureplate 119 across its toes. Sloped outboard and inboard side plates 46and 47 (or 51 and 50), respectively, extend on an upward slope away fromclosure plate 119, the junctures of plates 46 and 47 (or 51 and 50) withclosure plate 119 occurring above the respective toes of channel 118. Atits outboard edge, sloped side plates 46 and 51 are each welded in a lapjoint to the inboard face of tube 96 of top chord assembly 94.

[0076] Vertical web continuity is provided by a web plate, or outboardweb 124 located in the same plane as web 76 of cross bearer 74. Gusset124 has a lower edge welded to upper flange 78 of cross bearer 74, andextends upwardly therefrom to connect to a sloped flange 125 that liesagainst the underside of sloped side plate 46. An inboard toe of gusset124 abuts the outboard upwardly extending leg of channel 114, (or 116)and an outboard edge of gusset 124 is welded in a lap joint to one ofthe legs of channel 110 of intermediate structure 90. Web stiffeners 126are welded to both the fore and aft faces of gusset 124. Web stiffeners126 extend between sloped flange 125 and flange 78, perpendicular tosloped side plate 125, from a location under the mid-point of cushioningdecking 52, to discourage buckling of gusset 124.

[0077] An inboard web 128 is also located at the longitudinal station ofthe plane of the web of cross member 74 and has a first, lower, edgeabutting flange 78, an outboard toe abutting the inboard upturned leg ofchannel 118, a first upper inclined edge abutting sloped flange 127directly below shoulder plate 50 (or 47) of outer trough 44 (or 42), anda second upper inclined edge abutting sloped flange 129 directly belowshoulder plate 49 (or 48) of trough 40. Flanges 127 and 129 can befabricated from a single piece of flat bar bent to form the vertexbetween trough 40 and trough 42 (or 44). Web stiffeners 130 are providedto extend from inclined flange 125 to flange 78, web stiffeners 130running perpendicular to shoulder plate 49 (or 48) from a point in themidst of decking 52. Further web stiffeners 132 run perpendicularly fromflange 78 to the vertex formed at the intersection of shoulder plates 49and 50. Further gussets 134, 136, and 138 are located between, and runvertically perpendicular to, flanges 78 and 80 at locations directlybeneath web stiffeners 132 and the toes of channel 120.

[0078] Side sills 34 and 36 have an inclined orientation with respect tothe vertical, as noted above. That is, webbing 92 is inclined at anangle η from the vertical such that the width W₁ measured acrossrespective top chords 88 of side sills 34 and 36 is greater than thewidth W₂ measured across respective bottom chord members 104 of sidesill 34 and 36. (For the purposes of illustration (W₁/2) and (W₂/2) havebeen shown as measured from the centreline CL). Bottom chord members 104are located at a height relative to TOR that is lower than the lowerflange 66 of center sill 30. It is advantageous for the top chords ofthe side sills to be widely spread to tend to increase the trough width,and hence the maximum coil diameters that can be carried within the AARplate B width limit. At the same time, increasing the depth of sectionto increase the second moment of area, and hence resistance to flexureunder vertical loading, may tend to encourage use of bottom chords thatare stepped laterally inward relative to the top chords, as shown, tofall within the inwardly sloping underframe limit such as is permittedunder AAR plate “B” or plate “C” envelope shown in dashed lines andindicated as “UF”.

[0079] Although different angles could be used for the slopes of thesides of central trough 40 and side troughs 42 and 44, in the embodimentillustrated in FIG. 3a they are the same. Their angle, (that is, theangle of sloped sheets 46, 47, 48, 49, 50 and 51) when measured from thehorizontal, is greater than 20 degrees, and in general lies in the rangeof 23 to 29 degrees. It is preferable that the angle be greater than24.22 degrees, (at which L/V=0.45) and less than 28 degrees, and it ismost preferred that the angle be 27 degrees or thereabout.

[0080] Side sills 34 and 36 have a maximum depth of section at mid-span70 to provide resistance against the bending moment induced by the loadscarried by coil car 20. Considering the side view of FIG. 2, moving awayfrom the mid-span 70, the portion of side sill 34 having the greatestdepth of section ends at a point designated as “X” in FIG. 2. At point“X” bottom chord member 104 is obliquely truncated and welded to adoglegged upswept fender, or flange 140. Upswept flange 140 follows thelower edge of sheet 108 as it narrows in a transition portion 142 fromthe deep, mid-span or medial portion 144 to the narrow, or shallow, endstructure portion 146, the upswept flange 140 reaching a sufficientheight to clear trucks 26 and 28, as the case may be.

FIGS. 4, 5 a and 5 b

[0081] Referring to FIGS. 4, 5a and 5 b, in another embodiment a coilcar is generally indicated as 200. Coil car 200 is generally similar tocoil car 20. It has a center sill 202, a pair of side sills 204 and 206and cross-bearers 208 for tying side sills 204 and 206 to center sill202. The arrangement of center sill 202, cross-bearers 208 and sidesills 204 and 206 support a trough structure 210. Trough structure 210has three parallel, longitudinally extending troughs 212, 214 and 216.Each trough is shaped to cradle steel coils, or other similar loads,between its inwardly and downwardly sloping opposed flanks, or shouldersplates 218 and 220, 222 and 224, 226 and 228, respectively.

[0082] Center sill 202 is similar to center sill 30 of coil car 20. Itincludes an upper flange 230, a pair of parallel vertical webs 232 and234 and a lower flange 236, all arranged in a rectangular box-shapedform in which the outboard margins of upper flange 230 and lower flange236 extend past webs 232 and 234.

[0083] Each cross-bearer 208 has an upper flange 240, a lower flange 242and a web 244. Unlike upper flange 78 of coil car 20, upper flange 240is carried above the level of upper flange 230 of center sill 202, andlies against the underside of trough structure 210. As upper flange 240extends from side sill 204 and 206, it slopes downwardly and upwardly,as the case may be, to match the orientation of shoulder plates 218,220, 222, 224, 226 and 228. Web 244 extends between lower flange 242 andtrough structure 210. At its outboard end or tip, web 244 is welded tothe structure of side sills 204 and 206 in a lap joint. As above, theupper flanges of the center sill and longitudinal stringers form thebottom of the valley of the respective troughs.

[0084] Lower flange 242 is a stepped lower flange carried at a levelhigher than the lower flange 236 of center sill 202. At its inboardedge, lower flange 242 has an inboard portion 247 welded to lower flange236. Inboard portion 247 extends on an upward slope outboard and awayfrom lower flange 236 to join a horizontal transition portion 248. Inturn, transition portion 248 joins an upwardly sloped portion 249 thatextends toward side sill 206 or 208, as the case may be. The slopedportion 249 of lower flange 236 has been trimmed short of side sill 204or 206. The upward slope of inboard portion 247 provides a larger space,indicated generally as ‘B’ in which to locate a brake line. This isadvantageous, since it is not then necessary to punch a hole through web244 for the brake line, saving fabrication and installation costs, andavoiding a stress concentration in web 244.

[0085] Each side sill 204, 206 has an upper flange assembly 250, a lowerflange assembly 252, and an intermediate structure 254 in the nature ofwebbing 256. Upper flange assembly 250 has a top chord member 258 in thenature of a hollow generally rectangular steel tube 260. Steel tube 260is a formed section having a lower portion on a dog leg bend to matchthe angle of inclination p of webbing 256. Unlike top chord 94 of coilcar 20, top chord 258 is not provided with an inwardly extending platesuch as plate 98 for locating the pins of the moveable bulkheads (notshown), thus tending to permit trough structure 210 to accommodate coilsof a larger diameter within the limits of AAR plate B than wouldotherwise be the case. Rather a perforated formed channel, or strip, 259is mounted along the face of the inner web of top chord 258, theperforations serving as sockets for receiving, and retaining, the lugsof a coil stop 280 described below. An angle iron 261 is welded alongthe inboard face of the inboard web of top chord member 258, to bear theweight of the coil stop. That is, the coil stop can slide along angleiron 261 and be locked in place by seating removable pins in strip 259as described below. The arrangement of lower flange assembly 252 andwebbing 256 is generally similar to that described earlier in respect oflower flange assembly 88 and webbing 92 of coil car 20.

[0086] Longitudinal structural elements in the nature of stringers 262and 264 are mounted upon cross bearers 208 at a medial location alongweb 244 somewhat more than half way from the car centerline CL to thedistal, or outboard, extremity of cross bearer 208. Stringers 262 and264 seat in pockets or recesses 263 and 265 formed in web 244. Stringers262 and 264 function to tie cross-bearers 208 together in their midst,i.e., at a mid-span location, and also provide the backbone of sidetroughs 214 and 216. Each stringer 262, 264 has a hollow, rectangularsteel section in the nature of a tube 266. Respective sloped side plates224 or 226 and 222 or 228 each have a lip welded to the respectiveinboard and outboard uppermost comers of tube 266 and extend on anupward slope away therefrom. At its outboard edge, sloped side plate 222(or 228) has a bent lip welded in a lap joint to the inboard face oftube 260 of top chord assembly 258. The undersides of sloped side plates224 (or 226) and 222 (or 228) are welded to the undulating upper flange240 of cross-bearer 208.

[0087] Tread plates, generally indicated as 272, are mounted to the topsurface of tube 266 intermediate attachment sites 274 where wood decking52 is fastened to trough structure 210, as best shown in FIG. 10. Thearrangement of tread plates 272 in this way does not interfere with wooddecking 52 mounted within outer troughs 214 and 216. Similarly, treadplates 272 are generally sufficiently thin so that when coils are loadedin outer troughs 214 and 216, the coils do not touch tread plates 272thereby tending to avoid damage by tread plates 272. Tread plates 272provide a no-skid roughened surface to the walkways defined in thevalley bottoms and tend to permit railway personnel to secure a coilduring loading of coil car 200. The walkways so defined are fixed inposition relative to the trough structure, and do not require specialmechanisms for deployment or retraction.

[0088] Web stiffeners 276 run perpendicular to lower flange 242 tointersect the vertex formed at the intersection of shoulder plates 224and 226. Further gussets 268 and 270 are located between, and runvertically perpendicular to lower flange 242 and the lowermost cornersof tube 266.

[0089] The arrangement of troughs 212, 214 and 216 is generally similarto that of troughs 40, 42 and 44 of coil car 20. Outer troughs 214 and216 are arranged on either side of central trough 212. Central trough212 lies directly above center sill 202 and is carried lower relative toTOR than outer troughs 214 and 216. Each outer trough 214 and 216 ismounted above stringers 262 and 264 and carried at the same heightrelative to TOR as the other.

[0090] Troughs 212, 214 and 216 can accommodate various sizes of coils,as illustrated by the outlines of coils shown in FIG. 5b. When coils arenot carried in outer troughs 214 and 216, central trough 212 can carry acoil having a maximum diameter of 84 inches. The largest diameter ofcoil that can be accommodated by outer troughs 214 and 216, when centraltrough 212 is not loaded, is 48 inches.

[0091] As noted above in the context of coil car 20 of FIGS. 1a, 1 b, 2,3 a and 3 b, troughs 212, 214 and 216 of FIGS. 4, 5a and 5 b have slopeangles, indicated in FIG. 5b as θ₁, θ₂ and θ₃. In general, these anglesneed not be the same, although it is convenient, and preferred, that asingle angle be chosen. The range of angles chosen for any of θ₁, θ₂ andθ₃ is greater than 20 degrees. As above, the angles can be chosen in therange of 23 to 29 degrees, preferably being 24.2 or more, and 28 degreesor less, and most preferably being about 27 degrees.

[0092] In the embodiment illustrated in FIGS. 5a and 5 b, in single coilmode, central trough 212 can cradle a coil up to 84 inches in diameter,as indicated in dashed lines as C84. A 74 inch coil is indicated as C74.Similarly, in a two-coil loading configuration, each of the outboardtroughs 214 or 216 can accommodate a coil of up to 48 inches, indicatedas C48. In the triple coil configuration each of the troughs can hold a30 inch coil, indicated as C30. Alternatively a 38 inch diameter coil,indicated as C38, can be accommodated in central tough 214 while two 30inch coils are cradled in outer troughs 212 and 216.

[0093] A transversely extending member, or cross beam member, isindicated as 275, and spans the trough structure from side sill 206 toside sill 204. As illustrated in FIG. 5b, member 275 is in a position torestrain longitudinal motion of coils mounted in any of the threetroughs. As indicated by angle ψ, when measured at mid-height (in thiscase, at the level of its horizontal web) cross beam member 275 subtendsa portion of a minor arc of coil C74. In the preferred embodiment ψ isgreater than 108 degrees, typically being about 122 degrees for coil C74and about 112 degrees for coil C84.

[0094] The movable cross-beam member 275, namely coil stop 280, is shownin FIGS. 5b and 5 c. It has the general form of an I-beam set on itsside such that flanges 282, 284 of the I-beam stand in vertical planesperpendicular to the longitudinal centerline of car 200, and web 283lies in a horizontal plane between the flanges. Web 283 is perforated,having a number of apertures in the nature of round holes 285 formed init to reduce its weight. An end plate 286 is welded across each end ofthe I-beam, each end plate having through holes for accommodatinglocating releasable retainers in the nature of pins 288. Each pair oflocating pins is joined by a lanyard 290. Lanyard 290 is preferably acable but could also be a wire, cable, chain or strap. In use, pins 288extend through plate 286 to seat in a pair of apertures, or sockets, instrip 259, thus preventing coil stop 280 from shifting in thefore-and-aft (i.e., longitudinal) direction relative to the troughs.When so engaged, a locking member 292 pivots on a pin to bear against ashoulder of pins 288, thus preventing them from disengaging from strip259. In use, locking member 292 is held in place by a laterally inwardretainer 294 that prevents the handle of locking member 292 from movinglaterally inboard. To release pins 288, the handle of locking member 292is pivoted upwards, such that locking member 292 no longer blocks theretraction of the shoulders of pins 288. Pulling on lanyard 290 thenreleases pins 292, permitting coil stop 280 to be moved to a differentlocation. A slider 296 is mounted under each of end plates 286 and bearsupon angle iron 261. It is advantageous for slider 296 to have a slidingbearing surface, such as a nylon or high molecular weight polymer pad orfacing.

FIGS. 6 a, 6 b and 6 c

[0095]FIG. 6a shows an alternative embodiment of coil car to that ofFIG. 4, 5a and 5 b, indicated generally as 300. Coil car 300 differsfrom coil car 200 in that, rather than having upwardly stepped crossbearers such as cross bearers 208, coil car 300 has cross bearers 302having a horizontal lower flange 304 carried flush with the bottomflange of center sill 306. Cross bearer 302 has a correspondingly deeperweb 308, and gussets 310, 312 and 314. A further radiused gusset 318lies in the plane of web 308 and extends between lower flange 304 andbottom chord 316. Coil car 300 has trough structure 210 as describedabove and employs coil stop 280, and related fittings, also as describedabove.

[0096]FIG. 6b shows another alternative embodiment of coil car to thatof FIGS. 4, 5a and 5 b, indicated generally as 320. Coil car 320 differsfrom coil car 200 in having cross bearers 322 having a lower flange 325that extends in an inclined plane upward and outward from center sill324. Corresponding changes are made in the size of web 326 of crossbearer 322, and in gussets 328, 330, 332 and 334.

[0097] In the alternative embodiment shown in FIG. 6c, a coil car 340can be constructed without a center sill between rail car trucks 26 and28. That is, stub sills can be employed at either end of the coil carbody with no main sill between deep side sills 342 and 344. Coil car 340has transverse structural members in the nature of cross-bearers 346that extend as continuous beams between a pair of deep side sills 348and 350. Gussets 352 and 354 are built up in the manner of gussets 124and 128 noted above, to support upper flanges 356, 357 and 358, that aresimilar to items 125, 127 and 129, noted above. The general stringer,trough sheet and cushion structure is also similar to that of car 20.The upper flange 360 of cross bearer 346 is supported at the juncturewith flanges 358 by gussets 362. Cross-bearer 346 has a continuousbottom flange 364.

FIGS. 7 a, 7 b, 7 c and 7 d

[0098]FIG. 7a is an isometric view of a preferred embodiment of coilcar, indicated generally as 400. It has first and second end sections402, 404, carried over spaced apart rail car trucks 406, 408. Side sills410, 412 extend between end sections 402 and 404. A modest center sill414 extends from end to end of coil car 400 along the longitudinalcenterline, and terminates at draft pockets with draft gear and couplersin the manner of rail road cars generally. Main bolsters extendlaterally outboard from center sill 414 at the truck centers to meetside sills 410 and 412. An array of cross bearers 418 is spaced alongcar 400, and is slung between side sills 410 and 412, and center sill414 generally as described above in the context of car 200.

[0099] A trough structure, generally indicated as 420, is mounted above,and supported by, cross bearers 418 and between side sills 410 and 412.That is, side sills 410 and 412 extend longitudinally along the outboardedges of, and define bounds of, trough structure 420. As in the otherembodiments, side sills 410 and 412 lie at, or just within, that is,within two inches of, the AAR Plate B width limits. Trough structure 420includes a central trough 422, and left and right hand laterallyoutboard troughs 424 and 426, having the same structure and geometry astroughs 212, 214 and 216 of coil car 200, described above. Each oftroughs 422, 424, and 426 has a walkway 421, 423, 425 with tread plates428 located at the base, or groin, that is, the valley bottom, of theparticular trough. Movable coil stops, each indicated as 430, aremounted between side sills 410 and 412 as more fully described below.Each coil stop has a stile, or step, 431 with a roughened tread plate432 and hand grabs 433 to aid personnel in walking along the valley ofcentral trough 422. Although six coil stops are illustrated, this isrepresentative of any reasonable number of coil stops more generally,such as may be appropriate for anticipated loading conditions, andoverall maximum car weight when loaded. Coil car 400 has a removablecover, indicated generally in FIG. 7b as 405, and cover guides 407mounted at the comers of the car on the end bulkheads to aid in locatingcover 405 in place.

[0100] Coil car 400 differs from coil car 200 in a number of respects.First, as shown in FIG. 7b, lower flange 434 of cross bearer 418 has anupwardly angled portion 435 adjoining the lower flange 436 of centersill 414, and a flat portion 437 extending from portion 435 to a distaltip next to the lap joint of web 438 with the vertical stiffener 440 ofside sill 410 (or 412, as may be).

[0101] Second, the construction of coil stop 430, and its matingengagement strip of side sill 410 (or 412) differs from that of coilstop 280 and strip 259 described above. As with coil stop 280, coil stop430 has the construction of an I-beam 442 having flanges 443 and 444lying in spaced apart vertical planes, and a web 445 lying in ahorizontal plane between flanges 443 and 444. As above, web 445 isperforated, having lightening holes indicated as 446. I-beam 442 iscapped at either end by end plates 448. However, rather than thehorizontal pin arrangement of coil stop 280, end plates 448 have toes450 that extend past flanges 443 and 444 in the longitudinal directionof car 400. Toes 450 each have rollers 452 mounted to them to engage aload bearing member of the side sill, as described below. In addition, apair of perforated bars, or strips 451 and 452 are welded to thelaterally outboard faces of plates 448. Strips 451 and 452 stand inparallel horizontal planes and extend outwardly from end plates 448. Theperforations 454 and 455 in strips 451 and 452 are aligned with eachother. Perforations 454 and 455 are slots having an oblong shape topermit lateral tolerance in the placement of coil stop 430 relative toside sills 410 and 412.

[0102] Third, the construction of the top chord is different from thatof top chord 250. As above, each of side sills 410 and 412 has the sameprofile, given that, in terms of primary structure, coil car 400 isstructurally symmetrical both about the longitudinal centerline and thetransverse central plane of the car. Each of side sills 410 and 412 hasa top chord assembly, generally indicated as 456, a bottom chordindicated as 457, and a webbing assembly 458 extending between the topand bottom chords. Webbing assembly 458 includes both a web sheet 460and stiffeners in the nature of posts 462 that extend between the topand bottom chords at longitudinal stations corresponding to thelongitudinal planes of the webs of cross bearers 418, to which they arewelded.

[0103] In contrast to the dog-legged closed box section of top chord258, top chord assembly 456 includes a trapezoidal hollow tube 464having inner and outer walls parallel to the slope angle of web sheet460, and a perpendicular base wall. The top wall 465 of hollow tube 464is formed to lie in a horizontal plane. An inwardly opening C-shapedformed channel member 466 has a back 467 and parallel legs 468 and 469.Leg 468 lies upon, and is welded to, top wall 465, such that back 467stands in a vertical plane. A cowling support bracket 470, is welded toback 467. Cowling support bracket 470 has the form of an angle having arelatively tall vertical leg 471 whose toe is welded to the outboardface of back 467 of channel member 466, and a relatively short inwardlyextending horizontal leg 472 that extends from the upper end of leg 471inboard toward the car centerline. Leg 472 is a flange having sufficientwidth (i.e., the length of the leg from the angle to the tip of the toe)to support coil cover 405 such as commonly used on coil cars to protectthe lading from rain and snow. (More generally, covers such as cover 405can be used with each of the other embodiments described herein). Theupwardly facing surface of leg 472 and the corresponding upwardly facingsurfaces of end bulkheads 484 define respective longitudinal andtransverse edges of a rectangular periphery bounding the troughstructure. The interface surface of the boundary matches the footprintof cover 405, such that the trough structure, walkways and coil stopsare carried within the footprint (i.e., within the vertical projectionof area) of cover 405 when installed. Cover 405 is removable to permitloading of coils into the trough structure.

[0104] As best seen in the enlarged detail of FIG. 7c, the upper face ofleg 468 provides a trackway, or bearing surface, upon which rollers 452can travel when coil stop 430 is not locked in place. Strips 451 and 452are carried on plates 448 at height to bracket upper leg 469 of formedchannel member 468 in a sandwich arrangement. Upper leg 469 hasperforations 471 such that a securement or locking member, such as pin474, can be inserted through strip 451, leg 469 and strip 452. Pin 474has a head 475 of sufficient size to seat on the upper face of strip451, and a link 476 to which a cable, chain, or similar retraction meanssuch as lanyard 290 can be attached. When pin 474 is installed, it is ina double shear condition. Two pins 474 are used at each end of coil stop430 at any given time.

[0105] The pitch of the oval, or oblong, holes, apertures, slots ornamely perforations 454 in strips 451 and 452 is slightly different fromthe pitch of perforations 471 in leg 469 such that a movement of lessthan a full pitch will cause a different set of holes to align, allowinga finer choice of positions. That is, the pitch of holes in leg 469 is 3inches. The pitch of the slots in strips 451 and 452 is 1.8 inches.Given the 8 slot arrangement, the different pitches are such that atleast 2 sets of slots and holes will line up at every 0.6 inch incrementin travel along the leg 467. In this way, perforations 454 in strips 451and 452, and perforations 471 in strip 469 act as co-operating indexingmembers. The pitch of one set of indexing members is different from thepitch of the other, such that the effective resolution, or incrementedgraduation, is less than either pitch by itself.

[0106] The mounting of rollers 452 on the extending lugs or toes 450, orlugs, of end plates 446 gives a relatively long wheelbase for coil stop430 and facilitates operation of coil stop 430. While rollers arepreferred, in an alternative embodiment a polymeric slider pad could beused in place of rollers as used in coil car 200. Nylon pads, orcushions, 477 are mounted to the outside faces of flanges 443 and 444 ina position to contact coils carried in the troughs, and tend todiscourage damage to the edge of the coils. Similar pads 478 are mountedto the inward face of the end bulkheads 484.

[0107] In operation, rail yard personnel can ascend the end walkways 480of car 400 by means of the ladders 482 located at the comers of the car.Personnel can step over end bulkhead 484 and walk along the walkwaysprovided along any of troughs 422, 424, or 426. A step with a treadplate 486 is provided on end bulkhead 484 opposite the end of thewalkway of central trough 422. In stepping over each coil stop 430personnel can steady themselves with the assistance of the safetyappliances, namely handles 433 having the form of U-shaped, downwardlyopening hand rungs 488.

[0108] In the process of loading a coil, the coil stop pins aredisengaged from leg 469 and coils stops 430 are urged to positionsleaving a long enough space for the coil (or coils, if more than one ofthe troughs is being used) to be loaded. Each coil is lowered intoplace, typically by a crane. The next adjacent coil stops 430 are urgedinto position snug against the coil (or coils), or as nearly so aspracticable, and the locking members, namely pins 474 are engaged asshown in FIG. 7b. Shimming or packing materials are used if required.The movement of coil stop 430 can be either by a single person workingin the center trough, or by two persons co-operating to push on eitherside from the outer troughs. The next coil, or coils are placed inposition, and further coil stops are moved into position, and so on.

FIGS. 8 a, 8 b and 8 c

[0109] In a further alternative embodiment, a coil car 480 can beconstructed with a center sill having a variable depth of section. Asabove, coil car 480 is symmetrical about both it longitudinal centerlineand a transverse axis at mid-span between trucks 26, 28, hence only ahalf illustration is provided to represent both ends. Referring to FIGS.8a, 8 b, and 8 c, the structure of coil car 480 includes a center sill482 extending longitudinally between rail car ends 484 and 486. Centersill 482 is the primary longitudinal structural element in coil car 480for resisting vertical loads. Longitudinally extending side sills 490and 492 are tied to centre sill 482 by an array of cross-members 488that extend outwardly and away therefrom. The arrangement of center sill482, cross-bearers 448 and side sills 490 and 492 support troughstructure 494. Trough structure 494 has three parallel, longitudinallyextending troughs 496, 497 and 498. Central trough 498 is arrangedbetween outboard troughs 496 and 497 and is carried at a lower heightrelative to TOR than outboard troughs 496 and 497.

[0110] Examining center sill 482 in greater detail, it has a deepcentral portion 500 located intermediate two relatively shallow endportions 502 and 504. Central portion 500 has a constant depth ofsection. The transition from the relatively shallow section at endportions 502 and 504 to the deep section at central section 500, occursas a step, as shown in FIG. 8a. A center sill of variable section,having shallow ends to clear the trucks, and deeper mid-span depth,whether constant or tapered, are often referred to as fish belly centersills, Alternatively, in another embodiment, central portion 500 canhave a variable depth of section, the depth of section being greatest ata mid-span 70 distance between end portions 502 and 504. The maximumdepth of section is provided at mid-span 70 to correspond to thelocation of the greatest bending moment. The transition from therelatively shallow section at end portions 502 and 504 to the deepsection at central section 500, occurs in a substantially linearfashion, that is, the section tapers linearly moving away from themid-span 70.

[0111] Center sill 482 is cambered such that, in an unloaded condition,the mid-span clearance above top of rail is greater than at the truckcenters. The camber allows the center sill 482, in an unloadedcondition, to have a clearance above top of rail (TOR) at mid-span 70that is greater than the clearance above TOR at a location away frommid-span 70. In this way the depth of section of centre sill 482 atmid-span 70 can be maximized, while maintaining the minimum requiredclearance above (TOR) for the coil car when in a loaded condition.

[0112] Referring to FIG. 8b, fish belly center sill 482 includes anupper flange 510, a lower flange 512, and a pair of parallel verticalwebs 514 and 516 that extend therebetween. Upper flange 510 of fishbelly center sill 482 lies flush with the upper flange 506 ofcross-bearers 489. Vertical webs 514 and 516 extend below lower flange508 of cross-bearers 489 to join lower flange 512. At the location wherelower flange 508 of cross-bearers 489 intersect with vertical webs 514and 516, a gusset 518 is provided between vertical webs 514 and 516. Aplate 520 is welded to lower flange 502 of fish belly center sill 482 toprovide additional reinforcement.

[0113] In this embodiment, a different side sill configuration is used.As shown in FIG. 8b, each of side sills 490 and 492 includes a topflange assembly 526 and a web 528. No bottom flange assembly or bottomchord member is provided. The structure of side sills 490 and 492 doesnot extend below lower flange 512 of fish belly center sill 482. Butrather terminates at the level of the lower flange of cross bearer 489.Top flange assembly 526 has a top chord member 530 in the nature of ahollow rectangular steel tube 532. Web 528 has a bent upper marginwelded to the outer face of rectangular steel tube 532 . Web 528 extendsdownwardly, and inwardly on an angle, and is attached to the ends ofcross-bearers 489.

[0114] The trough structure of coil car 480 is the same as troughstructure 38 of coil car 20, described above. A fish belly center sillcoil car can also be manufactured having the main sill and cross bearerconstruction of coil car 480, and the trough stricture of either coilcar 200 or coil car 400, as shown in the Figures and described above,including internal walkways in the central or side troughs, or both. Itwill be understood that a center sill coil car, as shown in FIGS. 8a, 8b and 8 c, can have coil stops such as coil stops 180 or 230, and coilstop retention means as described above.

[0115] A preferred embodiment has been described in detail and a numberof alternatives have been considered. As changes in or additions to theabove described embodiments may be made without departing from thenature, spirit or scope of the invention, the invention is not to belimited by or to those details, but only by the appended claims.

We claim:
 1. A coil stop for a rail road coil car, the coil car having atrough structure in which to carry coils, said coil stop comprising abeam member for spanning the trough structure, said beam member having afirst end, a second end, and a medial portion extending between saidfirst and second ends, and said coil stop having a step mounted on saidbeam member between said first and second ends, whereby to facilitateclimbing over said coil stop.
 2. The coil stop of claim 1 wherein saidstep includes a tread plate mounted upon said beam.
 3. The coil stop ofclaim 1 wherein said step is mounted centrally on said beam.
 4. The coilstop of claim 1 wherein a hand grab is mounted to said beam adjacent tosaid step.
 5. The coil stop of claim 1 wherein a pair of first andsecond hand grabs are mounted to either side of said step.
 6. The coilstop of claim 4 wherein said handgrab is an upwardly extending handrung.
 7. The coil stop of claim 1 wherein said beam includes ahorizontal web, and said step is mounted to said horizontal web.
 8. Thecoil stop of claim 7 wherein said horizontal web has lightening holesdefined therein.
 9. The coil stop of claim 1 wherein at least one ofsaid first and second ends has an indexing member mounted thereto forengagement with the coil car.
 10. The coil stop of claim 1 wherein saidcoil stop includes rollers mounted at said first and second endstherefor for facilitating positioning of said coil stop in the troughstructure of the rail car.
 11. A coil stop for a rail road coil car, thecoil car having a trough structure in which to carry coils, said coilstop comprising a beam member for spanning the trough structure, saidbeam member having a first end, a second end, and a medial portionextending between said first and second ends, and said coil stop havingrollers mounted at said first and second ends to facilitate positioningof the coil stop relative to the trough structure.
 12. The coil stop ofclaim 11 further comprising indexing members mounted at said first andsecond ends of said beam member, said indexing members being engageableto maintain said coil stop in a fixed position relative to the troughstructure.
 13. The coil stop of claim 11 further comprising attachmentmeans mounted at said first and second ends of said beam by which tosecure the coil stop in a fixed position relative to the troughstructure.
 14. The coil stop of claim 13 wherein said attachment meansincludes a first perforated plate extending from said first end of saidbeam member, and a second perforated plate extending from said secondend of said beam member.
 15. The coil stop of claim 13 wherein saidattachment means includes a first pair of spaced apart perforated platesextending from said first end of said beam member, and a second pair ofspaced apart perforated beam members extending from said second end ofsaid beam member.
 16. A rail road coil car comprising: a rail car bodysupported by rail car trucks for rolling motion in a longitudinaldirection; said rail car body including a trough structure for carryingcoils, and at least one coil stop for restraining coils loaded in saidtrough structure; said coil stop being movable along said troughstructure; a trackway mounted to said body for guiding the coil stopalong said trough structure; said coil stop having fittings engaged withsaid trackway, said fittings and said trackway being co-operable topermit motion of said coil stop along said trough structure.
 17. Thecoil car of claim 16 wherein: said trough structure includes a firstlongitudinally oriented trough; said rail car body includes first andsecond side sills extending along said trough structure; and saidtrackway is mounted to said side sills.
 18. The coil car of claim 17wherein said trackway includes a first portion mounted to said firstside sill and a second portion mounted to said second side sill; andsaid coil stop has a beam member spanning said trough, said beam memberhaving a first end mounted to said first side sill and a second endmounted to said second side sill.
 19. The coil car of claim 16 whereinsaid coil stop comprises: a beam member for spanning the troughstructure, said beam member having a first end, a second end, and amedial portion extending between said first and second ends; and saidcoil stop has a step mounted on said beam member between said first andsecond ends, whereby persons walking along the trough structure can moreeasily climb over said coil stop.
 20. The coil stop of claim 19 whereinsaid step includes a tread plate mounted upon said beam.
 21. The coilstop of claim 19 wherein said step is mounted centrally on said beam.22. The coil stop of claim 19 wherein a hand grab is mounted to saidbeam adjacent to said step.
 23. The coil stop of claim 19 wherein a pairof first and second hand grabs are mounted to either side of said step.24. The coil stop of claim 22 wherein said hand grab is an upwardlyextending hand rung.
 25. The coil stop of claim 19 wherein said beamincludes a horizontal web, and said step is mounted to said horizontalweb.
 26. The coil stop of claim 25 wherein said horizontal web haslightening holes defined therein.
 27. The coil car of claim 16 whereinsaid coil stop comprises: a beam member for spanning the troughstructure, said beam member having a first end, a second end, and amedial portion extending between said first and second ends; said bodyhas at least a first indexing fitting mounted thereto; and at least oneof said first and second ends has a second indexing member mountedthereto, said second indexing member being co-operable with said firstindexing member to maintain said coil stop in a fixed position relativeto said trough structure.
 28. The coil stop of claim 16 wherein: a beammember for spanning the trough structure, said beam member having afirst end, a second end, and a medial portion extending between saidfirst and second ends; and said coil stop includes rollers mounted atsaid first and second ends therefor for facilitating positioning of saidcoil stop in the trough structure of the rail car.
 29. A coil stop for arail road coil car, the coil car having a trough structure in which tocarry coils, said coil stop comprising a beam member for spanning thetrough structure, said beam member having a first end, a second end, anda medial portion extending between said first and second ends, and saidcoil stop having a hand grab mounted on said beam member between saidfirst and second ends, whereby to facilitate climbing over said coilstop by persons walking along said trough structure.
 30. The coil stopof claim 29 wherein a step is mounted to said beam adjacent to said handgrab.
 31. The coil stop of claim 30 wherein step includes a tread platemounted upon said beam.
 32. The coil stop of claim 30 wherein said stepis mounted centrally on said beam.
 33. The coil stop of claim 29 whereina second hand grab is mounted to said beam to permit a person walking insaid trough structure to use two hands in climbing over said beam. 34.The coil stop of claim 29 wherein said hand grab is an upwardlyextending hand rung.
 35. The coil stop of claim 29 wherein said beamincludes a horizontal web, and said step is mounted to said horizontalweb.
 36. The coil stop of claim 29 wherein another hand grab is mountedto said beam, and said beam has a step located between said hand grabs,said hand grabs being rungs mounted to extend upwardly of said beam,whereby a person holding said rungs can aid themselves in climbing ontosaid step.